A control method for operating internal combustion engine electric hybrid vehicles with smaller battery packs, particularly in configurations where an electric motor (E/M) or electric motor/generator (E/MG), a battery, and associated controls are inserted between the engine and a continuously variable or automatic transmission. The interaction between the combustion engine and battery operated electric motor is controlled by taking energy into the batteries only if it is more efficient than throttling the engine and operating the engine at a lower efficiency. Additionally, the batteries are charged to a certain state or the batteries are maintained at a particular state of charge. A goal of the invention is to obtain the best possible fuel economy while maintaining good driveability.
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2. A method for controlling the power output of an internal combustion engine and electric motor operated by a battery system and controller in a hybrid electric vehicle, comprising:
providing a transmission between said electric motor and a set of wheels in said vehicle; and
controlling interaction between the internal combustion engine, the electric motor and the transmission to regenerate energy into the battery system only if engine fuel efficiency during regeneration and during subsequent power production from the electric motor is greater than engine fuel efficiency resulting from throttling the engine to reduce engine/motor power.
1. In a hybrid electric vehicle having a internal combustion engine, an electric motor, and a battery system and controller for powering the electric motor, the improvement comprising:
providing a transmission between said electric motor and a set of wheels in said vehicle; and
controlling interaction between the internal combustion engine, the electric motor and the transmission to regenerate energy into the battery system only if engine fuel efficiency during regeneration and during subsequent power production from the electric motor is greater than engine fuel efficiency resulting from throttling the engine to reduce engine/motor power.
3. An apparatus for controlling the power output of an internal combustion engine and electric motor operated by a battery system and controller in a hybrid electric vehicle, comprising:
a computer; and
programming associated with said computer for controlling interaction between the internal combustion engine, the electric motor and a transmission between the electric motor and a set of wheels in the vehicle to regenerate energy into the battery system only if engine fuel efficiency during regeneration and during subsequent power production from the electric motor is greater than engine fuel efficiency resulting from throttling the engine to reduce engine/motor power.
4. An improvement as recited in
5. An improvement as recited in
7. A method as recited in
8. An apparatus as recited in
9. An apparatus as recited in
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This application claims priority from, and is a 35 U.S.C. § 111(a) continuation of, co-pending PCT international application serial number PCT/US02/00220 filed on Jan. 3, 2002 which designates the U.S., and which claims priority from U.S. provisional application Ser. No. 60/259,662 filed on Jan. 3, 2001, incorporated herein by reference. This application is also a continuation-in-part of U.S. application Ser. No. 09/677,288 filed on Oct. 2, 2000, which is a continuation of PCT international application serial number PCT/US99/09880 designating the U.S. filed on May 17, 1999, and which is a continuation-in-part of U.S. application Ser. No. 09/063,993 filed on May 17, 1998, now U.S. Pat. No. 6,054,844. This application is also a continuation-in-part of U.S. application Ser. No. 09/063,995 filed on Apr. 21, 1998, now U.S. Pat. No. 6,116,363, which is a continuation-in-part of 08/963,037 filed on Nov. 3, 1997, now U.S. Pat. No. 5,842,534, which is a continuation of Ser. No. 08/455,104 filed on May 31, 1995, now abandoned. Priority is claimed to each of the foregoing applications.
Not Applicable
Not Applicable
1. Field of the Invention
The present invention generally pertains to an improved method for controlling the operating characteristics of an internal combustion engine coupled to a drive train having a continuously variable transmission or a properly spaced multi-speed transmission, and more particularly to a partial charge depletion and charge sustaining control method suitable for use with smaller battery packs.
2. Description of the Background Art
In U.S. Pat. No. 5,842,534, incorporated herein by reference, I described a charge depletion method and apparatus for operating the electric motor and small auxiliary power unit, such as an internal combustion engine, in a hybrid electric vehicle (HEV) separately or together depending upon the driving conditions. Operation of the electric motor and auxiliary power unit are coordinated so that the vehicle operates as zero emissions vehicle (ZEV) or electric car at all speeds below a cruising threshold, unless the depth of discharge of the batteries exceeds a charge threshold in which case the vehicle operates in an HEV mode. Further, the vehicle operates in an HEV mode at speeds above the cruising threshold. The batteries are depleted during operation and are not charged by the auxiliary power unit, except during emergencies in which case the batteries are only charged enough to provide a performance enhancement to the small auxiliary power unit. In operation, the vehicle speed is sensed, the level of the depth of discharge of the battery is sensed, at vehicle speeds above a threshold speed the auxiliary power unit is activated to power the vehicle and the electric motor is used to supplement the auxiliary power unit when required, at vehicle speeds below the threshold speed the auxiliary power unit is deactivated and the electric motor is used to power the vehicle, and the threshold speed is automatically and dynamically adjusted as a function of said level of the depth of discharge.
In U.S. Pat. No. 6,116,363, incorporated herein by reference, I described another charge depletion method and apparatus where operation of the electric motor and auxiliary power unit are coordinated as a function of a control policy for the auxiliary power unit based on desired least fuel consumption and/or vehicle emissions characteristics. In operation, the speed of the vehicle is sensed, the depth of discharge of the battery is sensed, at vehicle speeds above a threshold speed auxiliary power unit is activated to power the vehicle and the electric motor is used to supplement the auxiliary power unit when required, at vehicle speeds below the threshold speed the auxiliary power unit is deactivated and the electric motor is used to power the vehicle, and the threshold speed is dynamically adjusted as a function of the depth of discharge, wherein the threshold speed and adjustment of the threshold speed are a function of a control policy for the auxiliary power unit based on desired fuel consumption and/or vehicle emissions characteristics.
In my prior U.S. application Ser. No. 09/677,288 filed on Oct. 2, 2000, which is a continuation of PCT international application serial No. PCT/US99/09880 published on May 4, 2000 as International Publication No. WO 00/25417 and incorporated herein by reference, I described a control method for internal combustion engine electric hybrid vehicles that was designed to operate with a large battery pack or a high power battery pack. This approach was an improvement of the method described in my prior patent, U.S. Pat. No. 6,054,844, incorporated herein by reference, which describes a method and apparatus for controlling the power output of an internal combustion engine in a vehicle having a continuously variable transmission (CVT) or automatic transmission (AT): In these methods, a motor/generator is controlled to counteract the negative effect of the −{dot over (R)}IESE term in the dynamic equation
representing the engine/transmission system where αDS=acceleration of the vehicle reflected to the drive shaft,
IE=engine inertia, IDS=vehicle inertia at the driveshaft, SE=engine speed, SDS=drive shaft speed, TE=engine torque,
Tloss=torque losses, and TRL=road load torque at the driveshaft. The motor/generator, in counteracting counteract the negative effect of the −{dot over (R)}IESE in the dynamic equation, can then be used to allow the engine to operate at “wide open throttle” (WOT), or along the “Ideal Torque/Speed Operating Line” (IOL) for best efficiency and lowest emissions, or along any other predetermined operation line. In this way, the engine can be run continuously while energy flows into or out of the battery energy storage system connected to the electric motor/generator. If the battery is large enough to drive the vehicle a long distance, then the efficiency of energy into and out of the battery is high since the battery internal resistance is low. This concept is especially desirable for a charge depletion hybrid electric vehicle as described in my prior patent, U.S. Pat. No. 5,842,534 which is incorporated herein by reference, where the large battery pack is charged from stationary powerplants. With smaller battery packs, however, the efficiency of energy into and out of the battery is lower. Therefore, there is a need for a control method that is particularly suited for use with smaller batter packs.
The present invention provides the needed control method for operating internal combustion engine electric hybrid vehicles with smaller battery packs, particularly in configurations where an electric motor (E/M) or electric motor/generator (E/MG), a battery, and associated controls are inserted between the engine and a continuously variable or automatic transmission.
According to an aspect of the invention, the interaction between the combustion engine and battery operated electric motor is controlled by taking energy into the batteries only if it is more fuel efficient than throttling the engine and operating the engine at a lower efficiency.
According to another aspect of the invention, the batteries are charged to a certain state or the batteries are maintained at a particular state of charge.
According to still another aspect of the invention, the engine “turn-on” speed is used to regulate the depth of discharge of the battery system by observing the average depth of discharge over a period of time and maintaining the depth of discharge between a maximum and minimum with the engine.
According to a further aspect of the invention, the depth of discharge of the battery system is cycled with the engine to maintain the depth of discharge between a maximum and minimum.
Furthermore, in accordance with another aspect of the invention, the average depth of discharge is maintained over a period of time that is long compared to driver action.
An aspect of the invention also includes a battery control method wherein a closed loop system is set to regulate depth of discharge of the battery with a frequency bandwidth sufficient to meet predetermined operating criteria such as battery life, vehicle range, and driveability.
An additional aspect of the invention is to regulate the depth of discharge of the battery system in a mechanical CVT hybrid electric vehicle without fully charging the battery with the engine.
Another aspect of the invention is to use vehicle speed as a determinant of vehicle energy demand.
Still another aspect of the invention is to provide a vehicle control system for a CVT engine-motor parallel prime mover, by using the electric motor and battery to provide acceleration and deceleration compensation for the CVT powertrain system dynamics. This provides higher level instant response and better fuel economy than can be achieved with an internal combustion CVT alone.
A further aspect of the invention is to optimize overall powertrain efficiency, by considering circulated energy through the E/M battery system by comparing engine throttle vs. E/M control for deceleration.
Further aspects and advantages of the invention will be brought out in the following portions of the specification, wherein the detailed description is for the purpose of fully disclosing preferred embodiments of the invention without placing limitations thereon.
The invention will be more fully understood by reference to the following drawings which are for illustrative purposes only:
Referring now to FIG. 1 through
A first objective of this invention is to minimize the fuel consumption and emissions for a parallel hybrid electric powertrain given an engine, an electric motor/generator, a continuously variable transmission (CVT) or properly spaced multi-speed automatic transmission, a powertrain system computer controller, and a specific battery pack. Each of these components have losses when operating. This invention minimizes the sum of the losses of the components to provide the best conversion efficiency from liquid fuel to drive energy at the wheels. A second objective is to provide the best efficiency for recharging or maintaining the charge of the battery pack. The theory of operation is described in the following texts and figures.
The throttle/speed curves of
The second objective of this invention is to provide a technique for operating the vehicle while simultaneously maintaining or increasing the battery state of charge.
Referring again to
For example, if the batteries are being discharged and the regeneration level is too low, the driver may simply go easier on the accelerator pedal or the computer may set the recharge level slightly higher, meaning the battery regeneration power level in
Where the power to regenerate the batteries is determined by the control computer to be “X” kilowatts, the gasoline engine is set to operate at a power level higher than required to maintain vehicle speed. If the cycle described under normal level road conditions as described above starts at point A in
When the brake pedal is depressed, the braking policy described in my International Publication No. WO 00/25417 and my prior patents U.S. Pat. No. 5,842,534, U.S. Pat. No. 6,054,844, and U.S. Pat. No. 6,116,363 is invoked as before.
The amount of “charge power” required to maintain battery state of charge is determined by the amount of deficit from the ideal set by a system control policy. The “gain” on charge power deficit will determine the time constant of the charge. This charge policy is not normally needed since the charge depletion policy of U.S. Pat. No. 5,842,534 accounts for most of the transition from charge depletion to charge sustaining.
Note that the normal “charge depletion” algorithm of U.S. Pat. No. 5,842,534, depletes charge by control of engine “turn on” speed shown as shown in
During highway cruise, at high velocities above V MAX, there may not be enough deceleration events with enough energy to maintain a certain DOD. Then the computer control concept of
The block diagram of
At low to zero accelerator pedal depression, it is preferably to use the CVT or transmission to control the engine to operate at its minimum speed. This minimum speed is maintained at closed throttle and fuel shut off. The negative power at this minimum engine speed is low and provides a natural source of deceleration for a “normal” driveability feeling. Further, since the negative power is low, for good driveability the engine clutch may not be opened. The engine clutch opening would occur at low vehicle speeds set by other policies discussed above.
For long mountain grade deceleration where this battery system can no longer accept charge, a mountain drive mode (e.g., low gear selection such as D1 or D2 in a transmission), may be desired. This is easily accomplished by setting the minimum engine speed higher, thereby providing high or engine deceleration power and closed throttle and zero fuel.
Accordingly, the present invention provides a number of advantages over other control methods, including, but not limited to:
1. Regulating the DOD of the battery system by the use of engine “turn-on” speed for low speed city driving;
2. Regulating the DOD of the battery system by averaging the DOD over a long period, long compared with driver action;
3. Setting a closed loop system to regulate DOD of a hybrid electric vehicle with a frequency bandwidth low enough to maximize battery life, range, etc.;
4. Depleting the batteries to provide direct “wall-plug” electric vehicle propulsion energy, but not recharging with gasoline to full charge. The engine is used to maintain a level of DOD which is sufficient to anticipate all expected energy requirements within a driving cycle; and
5. Using vehicle speed as a determinant of driving energy demand. For example, 60 mph and above is considered highway driving. Below 60 mph is considered city driving. Thus the proposed control policy is changed according to vehicle speed. It is understood that other control details such as driving histories, time in a driving state, and other factors may be used to practically implement these controls.
Furthermore, those skilled in the art will readily appreciate that the control methods, policies and/or algorithms of the present invention may be implemented on any conventional computer system under processor control using conventional programming techniques.
Although the description above contains many specificities, these should not be construed as limiting the scope of the invention but as merely providing illustrations of some of the presently preferred embodiments of this invention. Therefore, it will be appreciated that the scope of the present invention fully encompasses other embodiments which may become obvious to those skilled in the art, and that the scope of the present invention is accordingly to be limited by nothing other than the appended claims, in which reference to an element in the singular is not intended to mean “one and only one” unless explicitly so stated, but rather “one or more.” All structural, chemical, and functional equivalents to the elements of the above-described preferred embodiment that are known to those of ordinary skill in the art are expressly incorporated herein by reference and are intended to be encompassed by the present claims. Moreover, it is not necessary for a device or method to address each and every problem sought to be solved by the present invention, for it to be encompassed by the present claims. Furthermore, no element, component, or method step in the present disclosure is intended to be dedicated to the public regardless of whether the element, component, or method step is explicitly recited in the claims. No claim element herein is to be construed under the provisions of 35 U.S.C. 112, sixth paragraph, unless the element is expressly recited using the phrase “means for.”
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